Engine unit mounting



May 6, 1941, M.`F. A. JULIEN Erm, 2,241,139

ENGINE' UNIT MOUNTING Filea Match 24, 1957 7 sheets-sheet 1 N f Fig. 1

Fig. 2

May 6, 1941. M. F. A. JULIEN Erm.

ENGINEUNIT MOUNTING Filed March 24, 1937 '7 'Sheets-Sheet 2 6 f JWM. w F v ma w+ 1, y

May 6, 1941 f M. F. A. JULIEN Erm. 2.241,139

' ENGINE UNIT MOUNTING l Filed/Harsh 24, 1937 7 sheets-seet s ENGINRNIT MOUNTING Filed. uarch 24. 19:57

M, F. A. JULIEN EI'AL May 6, 1941.-

May 6, 1941.

M. F. A. JULIEN ErAL ENGINE UNIT MOUNTING Filed March 24, 1937 7 Sheets-Sheet 5 May 6,1941- M. F. A. ,JULIEN Erm. 2,241,139

ENGVINE UNIT MOUNTING Filed March 24,11937 7 Sheets-Sheet 6 Fign May 6 1941, `M. F. A. JULIEN :TAL 2,241,139

ENGINE UNIT 'MOUNTING Filed March 24, 1937 7 Sheets-Sheet 7 Patented May 6, 1941 ENGINE UNIT MOUNTING l Maurice Franois Alexandre Julien, Paris, and

Jean Felix Paulsen, Viroilay, France Application March 24, 1937, lserial No. 132,834 In France March 28, 1936 s anims. (ci. 24a-5) This invention relates to mountings for internal combustion engines and has for its object to suppress or deaden the transmission of vibrations inherent in the operation of engines (and in general of all machines comprising parts actuated with an alternating or circular motion, in particular internal combustion engines) to the structures or frames which support the said machines or engines. The invention is applicable to any kind of frame or support of machine or engine whether in relation to mechanism in a fixed position or mounted on a movable apparatus: vehicle, boat, aeroplane, airship, etc.

In the case of internal combustion engines particularly, it has been known for a long time to allow to the engine with respect to its support (automobile chassis for example) a certain freedom of. angular movement around an axis substantially -parallel to the crankshaft. This freedom of movement is obtained by a resilient connection between the engine and the support.

On certain types of engines use has also been -lnade for a certain time of a resilient mounting which further gives a freedom of angular oscillation around a horizontal axis perpendicular to the crankshaft and suitably chosen. In engine power plant the resultant of inertia of which is considerable and of relatively low frequency as in engines with 1, Zand 4 cylinders and the centre of gravity of which is relatively far from the transverse plane Aof application of the resultant of inertia (case of an automobile engine block incorporating' at one of its ends heavy members such as flywheel, clutch, differential, gear box) this suspension is shown to be particularly advantageous since under the action of this resultant of inertia these engines tend in fact to take up a well dened jumping (or galloping)- movement.

But `there exist other types of engines and other applications thanV automobile haulage where the putting into operation of the latter suspension would allow the most dangerous vibrations to exist andit is then contra-indicated.

I'his occurs particularly in the following cases.

1 st case The number of cylinders is high, greater than ly masked by the forces of inertia of less frequency caused by errors or tolerances of balance in the moving parts, the 'distribution of which may be clearly of known type and variable from one engine to the other in the same group.

2nd case The centre of gravity in the suspended block issumciently near the plane of application of the resultant of inertia. The engine then tends to vibrate radially and parallel to itself instead of oscillating angularly. This is in particular the case of most multi-cylinder aeroplane power plants where the mass of the propeller screw at one end substantially balances the associated parts of the engine such as the compressors, carburettors, distributors, valves, etc. at the opposite end. l

3rd case The conditions oi' use render it necessary to avoid jumping oscillations of the engine around a transverse axis. 'Ihis is the case in aeroplane engines driving directly an adjacent Ypropeller screw Vwith or without reduction gear and the plane of rotation of which must remain unchanged with respect to the frame. In fact on -account of the large inertia of the rotating masses any angular oscillation of the block gives rise to considerable gyroscopic reactions which may itself lead to theautomatic maintenance of vibrations of :the shimmy type.

The present invention envisages just these different cases and it consists in ensuring by means which will be hereinafter described and at least in certain embodiments, a freedom of radial oscillation of the engine on these supports following a natural tendency, by simple parallel translation of its points in directions perpendicular to the crankshaft. 4 V

The invention further seeks to prevent jumping oscillations, both' those which are naturally ,produced and those which arise from a coupling with a radial oscillation as will be explained be- Finally the invention ensures a certain longi tudinal flexibility to the suspenslon parallel to th'e axis of the crankshaft, since although the 'engines may not themselves be the cause of longitudinal vibrations certain members connected izo-them, such as propeller screws for example may produce themftheir 'pulling forces almost never being uniform on account of the -puisatory movement of the engine couple and the vibrations of mechanical or aerodynamic origin of the blades, released for .example when one blade of the propeller screw passes at the level of a leading-edge of a wing.

It will be understood that the invention is applicable not only to engines but to any alternating 01 rotating machine presenting the characteristics of the three cases mentioned above, that is to say: small resultant o inertia, at high irequency and passing close to the centre of gravity. But the invention will be described with respect to its application to aeroplane engines. l

In its application to aeronautic power plants or to engines presenting similar dynamic characteristics the insulated suspension according to the invention comprises the use oi a nexible connection obtained by means of resilient supports arranged between the engine and its frame,

. which connection is arranged and designed in such a way as to impose on the oscillation in si". degrees of freedom (three o translation, three of rotation) of the engine considered as a complex solid body oi a gyroscope constituted by the rotating masses, suitable periods or frequencies and amplitudes of an order of magnitude defined as follows:

l. The angular oscillation oi the group around a longitudinal axis parallel to the axis of the crankshaft and passing substantially through 'the centre of gravity is permitted with a weak resilient return means in such a way that the frequency of oscillation proper oi the system, taking account or gyroscopic reactions may he low and cannot synchronse with the frequency of the driving impulses except at a speed of rotation less than that of its normal retardation.

2. The ra 'al oscillation of the group (two degrees of freedom) by translation yin directions substantiallyperpendicular to the longitudinal ,axis (the crankshaft) is permitted. For this purpose the supports are provided with a moderate radial elasticity, their. longitudinal dis,- trlbution and their individual exihllity being chosen in such a way that the resultant oi the resilient reactions of the said supports for. any displacement of radial translation of the block is substantially in the transverse plane containing the centre of gravity of the group. This ,is the condition in orderlthat the radial oscillations may not be coupled to the jumping movement of the group and consequently the arrangement of the invention prevents a radial movement of the suspended masses from giving rise to a jumping movement.

3. The other angular oscillations of the block or jumping oscillations (two degrees of angular vertical and horizontal freedom) are practically prevented since the frequency proper of the transverse .angular oscillation of the block is sufliciently increased, the engine rotating, that is to say taking into consideration gyroscopic reactions and by using one or several of the following means:

(a) The-supports are longitudinally spaced out as much as possible and are preferably concentral-,ed into two groups each comprising one or several supports and situated at the greatest possible distance from one another in the neighborhood of the ends of the block: the frequency of the jumping movement, all other things being equal, is in fact directly proportional to this spacing- (b) The radial exibility of the supports is chosen to be fairly smallwithin the permitted I limit in order to continue to ensure, within the conditions of use of the engine, a suitable insulation with respect to the residual forces of inertia which is small on accoimt ofk the high frequency of these vibrations in multi-cylinder engines.

(el The distribution of the radial elasticities satisfies the conditions summarised above in the 2nd case which has to eiiect, while suppressing the coupling between the jumping movement and the radial oscillation, of preventing the starting of the jumping movement by the resultant pulsatory oi. inertia. Y

l@ The longitudinal oscillation of the group (three degrees of freedom ci translation) parallel to the axis of the crankshaft -is if necessary vpermitted with a weak resilient return motion and with a low characteristic frequency relative to the lowest frequencies of the engine in such as way as to ensure a good vibratory isolation even when slowing down, and use can preferably be made of an elastic return means with a force increasing with the displacements since the pulling force of the propeller screw increases with its speed of rotation at the same time that the frequency of most causes of vibration of which it is the seat. If for any reason this oscillation is not permissible, the supports are determined on the other hand in such a way so as to provide a very strong resilient longitudinal return means, the characteristic frequency of oscillation of the engine becoming greater than the greatest frequency used.

According to one preferred form of embodiment of the invention the resilient supports are constituted by rubber adhering to metal surfaces. some of which are integral with the engine, Aand the others with the support, but the invention 1s not restricted to this form .of embodiment.

It must also be specified that it is not neces-l -the engine resiliently for example to two rings situated at the ends, permitting for example radial oscillations and angular oscillations around the axis of the crankshaft, the said rings being themselves connected to the frame' through resilient supports permitting a longitudinal displacement of the engine.

The attached drawings represent by way of example only some forms of embodiment of the invention without any descriptive limitation. On these drawings:

Figure 1 is a lateral' view of an aeroplane engine unit.

Figure 2 is a, transverse View of the said engine unt iin partial section.

- zure s a diagrammatic view the same unit. m man of Fiaurn 4 is a section along the line WW of Figure 6.

Figure 5 is a longitudinal section along the line VV of Figure 4. Y

Figure 6 is a side view of the support shown in Figure 4 looking in the direction of T-T with portions of the assembly removed.

Figure 'I is a modiedl form' of engine suspension.

Figures 8 to 12 are details of constructionof the engine suspension shown in Figure '7.

Figure 13 is a lateral view of an aeroplane engine showing a further modification of the invention.

Iliigure 14 is a transverse View in partial section of Figure 1,3,

pension.

Figure 16 is a diagrammatic plan view 'of a further embodiment of the invention.

Figure 17 is a side viewof Figure 16.

Figure 18 is a diagrammatic transverse view in part section of Figure 16.

Figures 19, 20 and 21 are sections in plan, elevation` with partial section and transverse view of a constructional detail.

I Figures 22 and 23 are plan and cross sections of a modification ofthe suspension.

Figure 24 is a cross section of another modiiication.

In Figures l, 2 and 3, I is an engine block in'- tegral with one end of a propeller screw 2 and carrying at its other end the engine parts 3 (carburettors, compressors, generators, distributors, pumps, etc.). The axis of the crankshaft is at XX' and that of the propeller screw at YY. The axis ZZ is parallel to the axis XX' and. it passes through the centre of gravity G of the engine unit, the said centre of gravity on account of the distribution of the' masses ofthe set being fairly near the transverse plane of symmetry of the crankshaft; which plane is indicated at UU in Figure 1. i

This engine unit is rendered integral with the aircraft by means of a known kind of framework or support 5 which comprises the longitudinal rails 6 on opposite sides of the platform 4 of the engine unit and securing devices I on the aeroplane structure 8.

In the suspensionaccording to the invention the resilient supports 9, 9' are inserted between the platform 4 and the rails of the frame 8, the said supports being of any number but preferably arranged in two groups one in front 9, the other at the rear 9', separated as far as possible from each other and as permitted by the form of the frameand that of the engine.

' A preferred embodiment of these supports is shown in the transverse section illustrated in Figure 4 and in Figure 5 which is a longitudinal section along the line TT and in Figure 6 which is a view at right angles to Figure 4.

In this embodiment each support is constituted by a metal plate or member I0 integral with the engine platform II, and metal plates or members II which are integral with the frame 6, the said plates being arranged opposite to each other and being separated by a layer of elastic material, I2' such as rubber adhering strongly bv moulding, vulcanisation or any other process to the opposing surfaces and constituting a permanent but elastic connection between these surfaces.

The planes of these surfaces are such that they are normal to the line 'I'I" meeting at the longitudinal axis'ZZ' which is parallel to the axis of the crankshaft of the engine and 'which passes through the centre of gravity as indicated at G.

By this arrangement the tangential elasticity vof the supports permits the movements of the enf embodiments for securing the members I0 and vI I on the engine or on the frame.

In Figure 8-it is seen that the central plate- Illa is secured by a bolt I6 and a reel -shaped member I'I which bears on a boss or abutment face la of the engine.

l Figure 9 shows a front View of one of the plates -of Figure 8 whilst Figure 10 is a section on line Q-Q of Figure 9 but with the addition of securing bolts and distance members. The outer plates IIa held separated by means of distance members I5 (Figure 5) and are secured by bolts I4 which pass through a box I3 which is integral with the rail of the frame 6. yThe central plate Illa and outer plates IIa are secured together by elastic material I2a as in the previous example given.

Figures 11 and l2 show an embodiment which gives to the supports an elasticity decreasing with the displacements from the rear forwards which is obtained by folding one of the outer plates Illc so as to bring it into contact with the other outer plate IId, while closing the support at the front and at the rear. Similarly in theses conditions the resistance opposed to the displacement of the inner plate III can be increased by replacing it by a thicker member such as a flattened tube IIIc (Figure v12).

In the example above `described and shown the two groups of supports 9 and 9' (see Figure 1) comprise the same number of resilient supports and they are substantially equidistant from the centre of gravity G. By this arrangement the The axis ZZ' is parallel to theY axis XX' and it passes through the centre of gravity G of the engine unit.

The engine unit is rendered integral with the aircraft by means of a frame or support 29 which4 comprises longitudinal rails 38 and triangulating rods 30a connecting the said rails 30 to attachment points 3l on the aircraft structure 32.

As in the previous modifications resilient supports 33, 33' are interposed between the engine and the chassis rails 30, the said supports being identical with those also shown in Figures 4, 5, 6

and 10 and distributed longitudinally in an identical manner (in detail in Figure 3).

It will be noted however that the said supports instead of being situated in any horizontal plane and mounted in an inclined manner so that the normals to their plane of preferential deformation is coincident with the axis ZZ', are in the present case situated substantially in the horizontal plane containing the axis ZZ with their plane of preferential deformation placed vertically.,V

This arrangement ensures the same degree of freedom of oscillation of the Aengine as that provided in the previous modifications but this is, however, slightly increased in the freedom of movement of the engine in its vertical median 'planeioscillations of vertical translations and of galloping movement around the transverse cen ltrai axis of inertia). v

It presents nevertheless the advantage' of not introducing any horizontal forces tending to separate the two halves of the frame from one another, as .occurs where the forces corresponding to the weight of the engine (multiplied by the coe'fiicients in use in aeronautics) must for the calculation of resistance be resolved into forces parallel to the oblique plane of preferential deformation ci the supports enti into forces nor mel to the planes the horizontal components of which tend to open the frame; 'the plane of preferential deformation being in this case vertical es well es 'the forces due to the weight, and there ere no horizontal components.

ln'Figures lo, i7 and 18, 3e is an engine block or unit integral having e propeller screw i5 end various accessories 3S. The exis of the cremissheft is 2Q? and that of the propeller. shaft is YY'. The exis ZZ is parallel to the aids T and it posses through the centre of gravity G.

The supporting frame of known type comprises two symmetrical halves 3l, El', each formed by two triangles of tubes having a, common bese 3S, il (see Figure 17) et their attachment to the aeroplane structure ond of which the respective vertices 39o: and Sie (35's end 33%) connected by a. rail cle, to' serve for etteclunent to four: points of the engine unit on the assembly oi the two frames. The attachments et Eli, 3&3', -i, il are constitutes by pivots Sto, tifs-Kilo, lo, of the roller kino, so that each heli frame is ceper ble o pivoting in the horizontal piene around the hinge il or ill in the direction of the arrows f or y" enti can occupy en infinite number of positions such es is represented by talc, fc, 3% o1' SWC, 'd, (Figure 16).

The attachment of such iremos on engines such es is generally eected rigidly to the points lo., iib, for exemple by Ineens of bolts traversing simultaneously the treme Si? and. en attachment claw of the engine ft2 so that the rigidity the cesings invariably embodying diagonels Sie, and lio, Mb, hold the sssernbly of the engine enel the frame in s. ihieci position in the horizontal piene.

piece and es aboveP the resilient rposecl et the points 3%, tibi teo". substentielly in horizontal the exis ZZ passing through. gravity of the suspencled group sul with one direction oi prei@ in the iferticsl direction e no, eve rigidity es high es all perpendicular directions, l. e.

tira m lj. iis reason these supports will permit angulo oscillation oi the engine around the ZZ il es oscillations in the vertical plone 'out they will vigorously opp-cse ons horizon-tsl sigses movement of the engine and of the freinez the esseulbltT of which Will form s. blocs. provides with. e. vertr low transverse elasticity.

Figures i9 and 2o sho-ur e preferred forro of embodiment of such supports. An inner metal, freine integral for exemple with the ett/sch ment claw di?. bv means oi. vertical ettschment bolts fifi is connected to each of the'outer frernes als, et' by e. strip of rubber to, to of substentisliy constant thickness, pressed, moulded enel preferably rendered adhesive by vulcenlsetion to the faces opposite the seid frames. The frames t, 55' are themselves rendered integral with the framework il, forexemple by ineens of bolts it and spacing reels el (Figure 21)..

TherigidityA in all directions of the horizontal piene is obtained by giving to the section of the tfremes l@ end 35, te' the form representeclin Figure le where projections in the form of teeth and the other in tension the said surfaces q corresponding recesses in the other frame so that the strips of rubber o@ and fit' (unduletecl emi oidecl'f'beck on themselves) operate under com pression. that is to sey with a, very low elasticity in ell horizontal directions of the plane section, whereas inthe vertical direction (Figure 20) they operate under sheer stress in uniform thicsness, -thet is to sey, with complete freedom oi deforme.- ton end consequently with much greater ellesticity.

This form oi embodiment of the supports is moreover not exclusive. For exemple cylindrical supports may be provided such as those oi Elgures 22 end 23 where-ln en inner grcovecl cyll. is centred on the'bolt il@ and en outer grof l. cylinder 5i is integral with the freine Si; i interval of substsntiellv constant size bets" c the grooves of the cylinders being occupied unduletefi strip of adhesive rubber 52.

Similerlv supports muy be provided comp s greater thickness of rubber and thus e greiter vertical elasticity snel such es described i "he French specification iiiecl 'it/lay 15; 193mb of the applicants, wherein. fluo to the inse of e. spiral sheeting of thin metal pistey la elasticity een be reduced es desired in PM tlin rections of the horizontal piene (see Figure We claim:

i. .ll mounting for resiliently supporting aircraft engine, seid mounting being err in longitudinal groups of resilient supporte1 on thesisies of seid engine, said supports each o i prising levers of elastic materiel having stm ,e adhering to s. part integral with the engine enel surfaces adhering. to e. port integral with engine support, one levervbeing in compres o normal to e plone which includes en exis through the centre of gravity of the engine .an

e parallel to the oranti-shaft oi' seid engine.

. grsvity of the engine.

3., A mounting for resiliently supportir aircraft engine, ssic. mounting being erre 1 iongituolineily on tire sides of the engine end com= arising groups of resilient supports, seid g beine eoncentrstefi et the extremities o longitudinal sicies enel each comprising leve/.s of ele-stia materiel. having surscessclherinstoepert integral with the engine end surfaces sobering to s. peri; integral with the engine support, one lever being in compression and the other in tension, 'the surfaces of seid supports being normal to e piene which includes en axis pessing through the center of grsvity of the engine end parallel to the crank-shaft of seid engine.

e. A mounting for resiliently supporting en' aircraft engine, said ymounting including frame means symmetrically arranged with respect to groups of resilient supports on the sides of said oi e comb @s of one of the framespenetrete into 75 engine, said supports each comprising layers of 5. A mountingforresiliently supporting an air- I craft engine, said mounting being arranged in longitudinal groups of resilient supports each comprising an inner metal framework integral with the engine, an outerframework connected to the engine support. and strips of elastic material of a constant thickness having surfaces adhering to said frameworks. said frameworks having parts overlapping each other so that the manico elementbeing connected to the engine support, v-aaid supporting elements being arranged with their adhering surfaces -normalto a piane which includes an axis passing through the centre of gravity-of the engine and parallel to the crankshaft of the engine. v

7. 4 mounting for resiliently supporting an aircraft engine, said mounting comprising an inner strip of elastic material has an undulating crosssection, the adhering surfaces of said supports being arranged normal to a plane which includes an axis passing through the centre of gravity of the engine and parallel to the crank-shaft of the engine one of said strips being in compression and the other 'in tension.

l 6. A mounting for resiliently supporting `an aircraft engine. said mounting comprising aninner cylindrical element, an outer cylindrical element. complementary grooves and projections on said elements, a layer of elastic material having surfaces adhering to said inner and outer elements and extending between the grooves and projections, the inner cylindrical elementbelng connected to the engine and the outer cylindrical bush. an outer bush, the inner hush connected to the engine and the outer hush connected to lthe-engine support, a ring of elastic material adhering to adjacent faces of said inner and outer bushes, said mounting having a radial elasticity,

spirallaminations embedded in the elastic material limiting the said radial elasticity, said supporting elements having surfaces arranged norvmal to a piane which includes an axis passing through the centre of gravity of the engine and parallel to the crank-shaft of the engine.

8. A mounting for resiliently supporting an aircraft engine comprising a plurality of supports of elastic material having surfaces adhering to parts integral-withthe engine and surfaces adhering to parts integral withthe engine support, said sup-v ports being arranged in groups with their adhering surfaces normal to a piane which includes an axis passing through the centre of gravity of the engine and parallel to the crank-shaft of said engine said elastic supports being partly in compression and partly in tension.

MAURICE FRANOIS JULIEN. JEAN Faux PAUISEN. 

